Hello Ottawa … Is Anybody Up There? Help! Canada Post is Screwing Us. Somebody Make Them Stop!

Canadians get a deal when mailing a first-class letter at $0.54 + GST. The rate is fair and the service fine. But that seems to be where fairness ends at Canada Post. All other rates are horrendous rip-offs. I’m amazed that there hasn’t been an huge outcry from Tofino to Resolute Bay to Pelee Island to Telegraph Hill.

So often, while in that inevitable line-up at Canada Post, I’ve seen people mailing the smallest parcel domestically and paying out $8.00 – $12.00. Quite often the postage is exceeds the value of what you’re mailing! Don’t tell me you haven’t noticed.

Even worse, the Canada Post customer service person usually will offer you a list of options: next day, 3-5 days, whatever. These are all costlier than the lowest available. The customer often will, without really thinking, agree to some higher rate with the prospect of faster service.

Speedier delivery, which the customer rarely needs, is not assured in spite of the surcharge. If only the customer would just stop to consider the options. For the lowest rate, his/her parcel will get there fast (often within 1 or 2 days in a range of 800 – 1000 km, regardless of a threat from Canada Post of “7 to 10 business days”, etc. And anyway … what’s the big problem with 7 – 10 business days 99.99% of the time?

So look, good people, you’re getting hosed at the cheapest rate to begin. Don’t let them pick your pocket and make you look like a total ninny. And 99.99% of the time — don’t go for the added “insurance” they love to get you to buy.

You get an automatic $100 insurance coverage when you ship cheapest, regardless. Something else to consider: you add a whack of extra insurance and your parcel gets lost or damaged (this almost never happens — having shipped books to thousands to readers around the world, I know this to be true). Good luck trying to settle a claim with Canada Post. Getting to first base would mean finding someone to talk to on the telephone about your claim. Fat chance of that ever happening, right! Yes, there’s a lot to think about when mailing the least little parcel within Canada. Main thing is, start putting the squeeze on Canada Post for a change — turn the tables. Ship cheapest and be sure even to complain like hell about that.

This brings me to the next beef … mailing to the USA. Canada Post USA rates now are so horrendous that a small Canadian business such as CANAV Books can pretty well write off the American market. I used to be able to mail a book, say to Texas, at some half-affordable rate. Today, to mail one copy of any of CANAV’s titles across the border the cheapest cost is anywhere from $20 to $30. Do you think the reader will go for this? Well, people have their limits, so nearly all of the USA business lovingly built up by CANAV since 1981 has disappeared. My diehard customers will still get their books, but only when they are on a trip to Vancouver, Toronto, etc., where they can drop into Aviation World or some such outlet featuring CANAV.

Meanwhile, in the USA the folks in Washington have some respect for small businesses, publishers included. They realize the importance of this huge sector in their economy. They prefer to nurture rather than crush it. (Listen up, Stephen Harper — you used to champion the small businessman, remember? Probably not, eh.) Today, I received in the mail an aviation book ordered from Arizona. This was charged at the 1 kg rate (approx) and the postage was $4.03 — a fair and civilized rate. For me to send the same book back to Arizona, thanks to our beloved Public Enemy No.1 Canada Post the cost would be between $12.65 and $13.95 plus fuel surcharge. Talk about your world-class cash grab and what a disgrace!

As for mailing anywhere across the pond or the bigpond, you can forget about that if you’re trying to sell your small-business product. CANAV has almost no overseas customers left (it now costs about $85.00 to mail by boat one set of Air Transport in Canada to some destination like Australia). The surface rates are so high that even my former EU customers (the EU — where the price of everything’s sky high) are horrified. A couple of Dutchmen have even gone ballistic, chewing me out personally, as if I was the one setting the rates, instead of the mafia (oh well, they’d never have been able to get through to Canada Post to lodge a complaint, so may as well blast the publisher).

Good citizens that they all are, it is ever so hard for Canadians to complain … just ain’t gonna happen. What we are best at is muttering under our breath, but never really standing up and demanding a revolution. We’re just happy getting screwed by the government, I guess, so bring on the HST. What not, eh … tax us a ton more, we love it.

Well, failing all else, think about “The Great Canada Post Rip-Off” next time you’re at the postal counter. But don’t let them screw you completely … take the lowest rate available with no add-ons. Try it, you’ll like it!

Bell Canada: A Laugh a Minute

After nearly 30 years with Bell, CANAV Books recently switched to a rival telephone service. This was easily done, but then came the reality of it.

Last week Bell sent CANAV a little “customer appreciation” note — a $316.05 bill to disconnect the old line. No kidding … to exercise its right to do business elsewhere, CANAV gets mugged by Bell. Well, nothing to do but pay up, right (you can be sure if you dillydallied, Bell soon would have its enforcers at you door).

So CANAV coughed up and so far so good with Vonage. Suddenly, however, here’s Bell back on your doorstep. CANAV receives the sweetest card in the mail from one Peter Kerr — “Vice-President, Marketing, Small Business Market, Bell”. Peter’s got an idea:

“Dear Larry Milberry … Your business means a lot to us and we’re sorry to see you go … we’re still thinking about you. Nothing would please us more than the chance to earn back your business …”

Can you believe this? “Ma Bell” mugs a loyal old customer, then comes straight back in sack cloth and ashes, begging to be taken back in! Well, fat chance, eh! But let’s say CANAV did fall for this con. What likely would be on the first invoice from Bell? Right on …  a $316.05 “re-connect service fee”. Aren’t they just the finest Canadians down at Bell?

History is where it pops up

C-FETE is Beaver No.1204, delivered new circa 1959 to Father W. Leising of the missionary order Oblates of Mary Immaculate at Fort Smith, NWT. Later owners included North Coast Air of Prince Rupert and Odyssey Air of Richmond, BC. Several accidents marred the career of OMI/ETE through the years, but each time it returned to the air spiffier than before. Here, it takes off on September 8, 2009 from Downsview, the place of its birth decades earlier. You can find the history of nearly every Beaver at Neil Aird's amazing website dhc-2.com. (Larry Milberry)

While the photogs were fussing about getting their Arrow-Snowbirds pix this day, a few realized that there was another bit of good history cooking at Downsview. As some beautiful Q400 regional airliners and Global Express bizjets waited on Bombardier’s flight test ramp, a solitary Beaver came rumbling out for takeoff. Minutes later it took off nonchalantly behind a fresh-off-the-line Global Express. Two fabulous airplanes manufactured at Downsview, but half a century apart.

A "green" Global Express (the 363rd example) blasts off on a test flight from Downsview on September 8. This grand bizjet contrasted totally with our pair of iconic Canadian "time machines" -- the Avro Arrow and the DHC-2 Beaver. (Larry Milberry)

Photo ops and variations on a theme

On September 8, 2009 the Canadian Air & Space Museum invited some local aviation history fans to Downsview airport for a photo op. Since the Snowbirds still were in town following the CNE airshow, CASM curator Paul Cabot arranged for the team to do some fly-bys over his museum’s gleaming CF-105 Arrow replica.

With the Arrow basking in the sunshine, the Snowbirds appeared out of the north to make their first pass. Shutters fired madly. Here’s one of my shots that friend Andrew Yee (of Weather Channel fame) photo-shopped to fine effect, cleaning up some crud and getting the sky looking wonderful. (Everyone photo-shops these days, just the way the old fogies used to do photo retouching by spotting and dodging in the darkroom, then air brushing their prints — nothing new under the sun, except that it’s now a “no fuss, no muss” process.)

The idea for the "set up" at Downsview was inspired by this famous Golden Hawks scene, shot by the RCAF at Calgary in July 1960. You can see the drama in this view -- the lower the formation, the more exciting the photo. But you can't always have it your way when you're behind the lens. Someone else is calling other shots, but do the best with what you get and hope for a bit of luck.

Yet another variation on the theme: this shoot was set up at Comox on April 9, 1990, while the Snowbirds were in spring training under team lead LCol Dan Dempsey. I shot this one using a steam-powered 35-mm Pentax SLR. James Jones cleaned up this old Kodachrome for your enjoyment.

Praise from Mike Filey

Toronto Sun columnist and long-time CANAV supporter Mike Filey had these words for Formative Years in his column yesterday:

There’s a beautiful new book from the country’s premier author of books related to Canada’s aviation history. Aviation in Canada: The Formative Years by Larry Milberry covers the fascinating era of the 1920s and 1930s when things were “really flying high” in our young nation. For further details visit canavbooks.com.

Check out Mike’s column in its entirety here.

Rave reviews for “Aviation in Canada”

Terry Higgins of Aviaelogy, publisher of Carl Vincent’s excellent new Canadian Aircraft of WWII, let’s it all hang out about CANAV’s “Aviation in Canada” titles, Pioneer Decades and Formative Years:

Just spent a great evening cruising the captions and photos in both books. Some pretty interesting and esoteric stuff in there. I’m learning a ton or two. Thanks for having the guts and gumption to put these tomes together. Looking forward to the next one for sure… The Formative Years will likely be my first “beyond captions” read of the two. Looks like it’s gonna be the best in that genre since Bent Props and Blow Pots. Have to tell ya, I’m really looking forward to some good armchair time later this evening … I had a flip through the very newest one … made me want to knock off work early today.

Meanwhile, Propliner Magazine’s renowned editor, Tony Merton Jones, puts in his own two cents worth:

Many thanks for that glorious copy of Aviation in Canada: The Formative Years, which arrived a couple of weeks ago. Once again, the detail, information and photographs are remarkable, and it really makes for a fascinating read.

So … resist no longer — get your order in for these spectacular new books. Meanwhile, see canavbooks.com for all the latest titles and ordering info. For fans of WWII reading, check out the superb new biography of RCAF Spitfire pilot Philip Vickers — Surviving Victory.

Introducing … Canadian Aircraft of WWII, by Carl Vincent

Here is Vol.1 of a new series from AviaDossier and you’ll really be wanting this book

At 72 pages, softcover, large format, Canadian Aircraft of WWII (AviaDossier I) features an eclectic selection of 19 RCAF WWII types from the Blackburn Shark to the Bolingbroke, Delta, Hudson, Kittyhawk, Lysander, Mustang, Stranraer and Sunderland. Each chapter is rich in photos, colour profiles and the written word. Modelers will especially appreciate this handsome production.

All this comes great material comes from the renowned Carl Vincent, the Canadian pioneer in publishing major aviation profiles — his 1970s era books on the Shark and Liberator/Flying Fortress in RCAF service, which have been sought-after collectors items for decades. Carl’s publisher, Terry Higgins, has produced the beautifully complementary colour profiles.

Get your hands on this beauty and you’ll be chaffing at the bit for Vol.2, whenever it appears. Specs: 72 pages, biblio, glossary, appendix & index. Regularly $29.95, CANAV’s mailorder price (Canada only, others enquire by email): $25.00 + $9.00 post + GST = $35.70. You can order by PayPal — just email us at larry@canavbooks.com and we’ll make that happen for you via a PayPal invoice.

Bob Bogash’s dream comes true

All Bob Bogash’s hard work has finally paid off! The Super Connie has been reassembled and placed in Boeing’s Plant II. For details on the re-assembly, check here. To read about the entry into Plant II hangar, check here.

Getting History Straight – It’s a Battle Royal

Reginald Hunt as illustrated by G. LaRue. Hunt's name is nowhere to be found in the list of the original 598 "Early Birds" of aviation (earlyaviators.com). Naturally, the list includes the names of Baldwin, McCurdy and all other bona fide Canadian aviation pioneers. (via City of Edmonton Archives)

John Chalmers submits this piece of Edmonton aviation lore — the first flight of Reginald Hunt. Hunt’s supposed 1909 efforts have not been publicized since then. He wasn’t covered by either Frank Ellis (Canada’s Flying Heritage), or George Fuller, et al (125 Years of Canadian Aeronautics). Hunt’s story was known to these eminent historians, but the absence of believable facts, made it prudent to await solid evidence, before accepting Hunt as a true Canadian aviation pioneer. To this time, nothing new surfaced.

The Journal covered Hunt in its September 8, 1909 edition. The totally crazy headline reads “Edmonton Carpenter Flies in Airship of His Own Invention: Keeps Aloft for Half an Hour Flying at Will Over Roofs of Houses –  Manufactured Own Monoplane — Had Been at Work on Problem Three Years — Engine Made from Own Model”.

The usual reporter’s hyperbole (easily spotted by an experienced researcher) is used. The alarm bells quickly go off when reading any such item. Reporters of the day rarely checked their facts and liberally made up details to embellish a story, e.g. should the length of Hunt’s first flight been 35 minutes, this would be the world’s longest first flight of the Early Bird era. Longest by far more than a nose! Most such first flights lasted no more than two minutes.

What we now would love to see (besides a few documented facts) would be a photograph of Hunt’s aeroplane, especially in flight. Surely, many such would have been taken, if the events described actually occurred, for North America by 1909 was well into the age of everyday photography. With even one photo, some of the details so vividly described in the Journal could be verified. One wonders why, based on one implausible newspaper story, the Alberta Aviation Museum has leapt to the wildest of conclusion, declaring on its website, “Edmonton Marks One Hundred Years of Aviation”. Give us a break!

This is what the Journal wrote in 1909:

To this city must be given the honor of numbering among her residents the first successful inventor of an airship in the Canada West. On Labour Day residents of the west end were startled to see, flying high over their houses, an airship carrying a full grown man. The mechanical bird hovered about for a time floating hither and thither, then settled down near the home of Reginald Hunt. Mr. Hunt had been working for three years to perfect his airship and his Labour Day flight crowned his efforts with success.

Inventor Hunt, who is a carpenter by occupation, is of a mechanical turn of mind, and has already attained a reputation as an amateur inventor, having designed several useful labor saving devices. About three years ago he became deeply interested in the problem of aerial navigation and every spare moment he has applied himself arduously to the task of designing an aeroplane or aeroglider (of the monoplane type), as he calls it.

At first his attempts met with only indifferent success, but enthused with the soul of an inventor he did not consider failure and ever tried again. He first succeeded in constructing a winged device with two great bird-like wings on either side, which would soar from an elevation to the ground maintaining an equal balance. This much accomplished, he turned his attention to the motor problem, and being an expert carpenter it was comparatively east for him to divert his skill in woodwork into the manufacture of patterns for the engine. In time, the castings were made and finished, and all the rods, gears, wheels, cams, etc., were converted into a living, snorting moving gasoline engine, the vital force for the airship.

This much attained, next came the assembling of the huge gasoline Bird. The wings and artificial feathers would glide themselves, but would they carry an engine? Thus arose other and more serious problems, such as vehicles of propulsion. Were they to be wings, windmill wheels or what? At last he decided upon fan-like affairs similar to those used to keep flies from sleeping in restaurants. The whole was assembled, and on Labor Day the holiday afforded an opportunity for practical test. The morning was taken up in the finishing touches. In the afternoon about two o’clock Hunt, who was assisted by F. Doxsey, seated himself in the machine and set the motor in motion. The propellers commenced to rotate, at first slowly, and then at terrific speed. Hunt’s heart stood still. Would it fly? The exciting moments of suspense were not long. The machine rose slowly at first, barely cleared a few buildings, then gaining momentum, soared high.

The flight was fraught with no little danger. The slightest miscalculation might result in collapse and not unlikely death to the daring aviator. Fortunately, however, the steering device and warping contrivance worked to perfection, and Hunt’s control of his machine was marvelous. After remaining in the air for about 35 minutes, during which he flew over the neighborhood at a height ranging from 35 to 50 feet above the housetops, the inventor descended to earth triumphant, a conqueror of the air.

Further flights will not likely be attempted until a more efficient motor has been secured. The motor filled its office all right on Labor Day, but Mr. Hunt is not altogether inclined to trust it. When seen by a Journal representative yesterday Mr. Hunt said: “I’m delighted with the success I have attained, and I am confident that with a good motor I can stay up as long as the gasoline lasts, go as high as I like and carry two other passengers. My machine is constructed on altogether new lines. I have watched all the scientific magazines and I know that nothing like it has ever been invented before.”

Mr. Hunt is going to take a trip to the coast soon, and while there will solicit financial assistance, which he says is his only drawback. It is chiefly in the so-called warping device that Mr. Hunt believes his air school to be greatly different from any yet devised. He thinks he has the problem of warping the plane to maintain equilibrium, solved, and that he will realise a fortune from his attainments.

John Chalmers of the AAM adds to the Hunt story. His use of such phrases as “remarkable achievement”, “records indicate” and “several successful flights” will leave any serious aviation history aficionado seeing a few red flags: Little remains of documentation about Reginald Hunt’s remarkable achievement. Records indicate it was equipped with what was Canada’s first pair of ailerons, and the engine was mounted behind the cockpit, making the machine a “pusher” type of aircraft. The engine powered two chain-driven propellers.

However, after several successful flights, in 1910 he crashed the aircraft while preparing for flights at the Edmonton Exhibition. He was uninjured, but the flying machine was destroyed. The incident ended his Edmonton flying career. For a while he built boats for the Hudson’s Bay Company, and then eventually he made his way to Seattle and built more aircraft. But his career as an aviator was ended by the Hungry Thirties. He then permanently abandoned aviation, opened a massage parlour and worked as a naturopath. Born in England in 1884, Reginald Hunt died in 1978.

From the Wilf White collection…

Through the 1950s-60s and into the 2000s, Scotland’s great photographer, Wilf White, covered the scene at Glasgow, Prestwick and many other UK and Canadian airports. Here are two more of Wilf’s fine images showing TCA Super Connie CF-TGE, which we’ve been featuring lately. First, it’s seen arriving at Prestwick; then departing, perhaps heading down to London, or beginning the long return trip “across the pond” to Gander, Montreal and Toronto.

Two More Classic Wilf White Pix

Nordair DC-4 CF-IQM circa 1958 awaiting departure at Prestwick, as well-wishers gather in the public viewing area to see off their friends and family. In 2009 CF-IQM still was active in the Buffalo Airways fleet in Yellowknife. Then, Seaboard World Airlines swingtail CL-44 N124SW is seen roaring off, the backdrop being Prestwick’s famous Scottish Aviation complex. This beautiful propliner ended its days with a wheels-up landing at Miami in January 1982. “The Wilf White Propliner Collection,” published by CANAV Books, is a tribute to Wilf’s spectacular photography. It’s a book that any sincere fan of the great era of prop airliners will treasure.

Super Connie: “Safe at home!”

Super Constellation CF-TGE arrives at Seattle's Museum of Flight. (Bob Bogash)

The following is an update from Bob Bogash on bringing the Constellation CF-TGE to Seattle’s Museum of Flight.

It was Saturday, 9 July 2005, when I began the task of bringing this airplane to the Museum. Since that memorable day, I’ve worked pretty near full-time on this project. From bone-shilling cold weeks in frigid Toronto to wrestling with lawyers and bureaucrats and busted budgets, there were more than a few occasions when I went to sleep wondering if this would ever actually happen. But – it did – a lot of minor miracles, and some big ones along the way – to arrive at this exact time and place — 50 months and we’re finally “Safe at Home!”

The photo story of the airplane’s arrival at the Museum can be found here. The last of the trip story can be found here. I will provide coverage as the airplane is reassembled, which can all be found on my homepage, www.rbogash.com.

Happy Landings!

~ Bob Bogash